Systems and methods for restricting power to a load to prevent engaging circuit protection device for an aircraft

ABSTRACT

A system for restricting power to a load to prevent engaging circuit protection device for an aircraft. The system includes an energy source of an aircraft. The system further includes a plurality of sensors configured to sense at least an electrical parameter of a load of the plurality of loads. The system further includes an aircraft controller configured to receive electrical parameter of a load of the plurality of loads from the plurality of sensors, compare the electrical parameter to at least a current allocation threshold, detect that the electrical parameter has reached the current allocation threshold, calculate a power reduction to the load, and reduce power from the at least an energy source to each load of the plurality of loads by the power reduction. The system further includes at least an electrical circuit of an aircraft, wherein the electrical circuit comprises a circuit protection device.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority of U.S. ProvisionalPatent Application Ser. No. 62/896,184, filed on Sep. 5, 2019, andtitled “SYSTEMS AND METHODS FOR ALLOCATING POWER TO A LOAD TO PREVENTENGAGING CIRCUIT DEVICE PROTECTION,” which is incorporated by referenceherein in its entirety.

FIELD OF THE INVENTION

The present invention generally relates to the field of currentallocation in an electric aircraft. In particular, the present inventionis directed to systems and methods for restricting power to a load toprevent engaging circuit protection device for an aircraft.

BACKGROUND

During flight, an electric aircraft will utilize energy and power froman onboard energy source. Multiple loads may cause significant stress onthe energy source, which may cause a circuit protection device to beengaged to protect the whole electrical power system from overloadcurrents, or other damaging events. Engaging a circuit protection devicecan result in a loss of electrical feed to a critical aircraft componentby disconnecting an energy source, leading to detrimental safety andaircraft functionality concerns. Historically, the means of protecting acircuit protection device have varying levels of efficiency,reusability, weight, and require external control. The need for a meansof minimizing a circuit protection device from engaging and causingelectrical faults to the subsequent subsystems may be met by restrictingpower to a load to prevent engaging a circuit protection device for anaircraft. The latter solution can be particularly attractive when anelectric aircraft has a constant, intermittent, or occasional need forrotor-based flight, such as may be the case for an aircraft that takesoff and/or lands vertically or may need to hover at certain points inthe aircraft's flight.

SUMMARY OF THE DISCLOSURE

In one aspect, a system for restricting power to a load to preventengaging circuit protection device for an aircraft. The further systemcomprising at least an energy source of an aircraft, wherein the atleast an energy source is communicatively coupled to a load of theplurality of loads. The system further comprising a plurality of sensorsmounted on the aircraft, wherein each sensor of the plurality of sensorsare designed and configured to sense at least an electrical parameter ofa load of the plurality of loads. The system further comprising anaircraft controller communicatively connected to the at least an energysource. The aircraft controller is designed and configured to receive atleast an electrical parameter of a load of the plurality of loads fromthe plurality of sensors. The aircraft controller is further designedand configured to compare the at least an electrical parameter to atleast a current allocation threshold, wherein the current allocationthreshold is generated as a function of at least a circuit protectionthreshold of load. The aircraft controller is further designed andconfigured to detect that the at least an electrical parameter hasreached the current allocation threshold. The aircraft controller isfurther designed and configured to calculate a power reduction to theload. The aircraft controller is further designed and configured toreduce power from the at least an energy source to each load of theplurality of loads by the power reduction. The system further includesat least an electrical circuit of an aircraft. The at least anelectrical circuit comprises a circuit protection device communicativelyconnected to the aircraft controller.

In another aspect, a method of restricting power to a load to preventengaging a circuit protection device for an aircraft. The methodcomprises sensing, by a plurality of sensors, at least an electricalparameter of a load of the plurality of loads. The method furthercomprises receiving, by an aircraft controller communicatively connectedto at least an energy source, at least an electrical parameter of a loadof the plurality of loads from the plurality of sensors. The methodfurther comprises comparing the at least an electrical parameter to atleast a current allocation threshold, wherein the current allocationthreshold is generated as a function of at least a circuit protectionthreshold of load. The method further comprises detecting the at leastan electrical parameter has reached the current allocation threshold.The method further comprises calculating a power reduction to the load.The method further comprises reducing power from the at least an energysource to each load of the plurality of loads by the power reduction.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a high-level block diagram illustrating an exemplaryembodiment of a circuit diagram within an electric power system;

FIG. 2 is a diagrammatic representation of an electric aircraft;

FIG. 3 is a high-level block diagram depicting an exemplary embodimentof energy source and sensors in an aircraft;

FIGS. 4A-B are schematic diagrams depicting exemplary embodiments of acircuit protection device;

FIG. 5 is a flow chart showing the method of restricting power;

FIGS. 6A-B show electrical parameter measurements over time in relationto threshold limits; and

FIG. 7 is block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

In the following description, for the purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. It will be apparent, however,that the present invention may be practiced without these specificdetails. As used herein, the word “exemplary” or “illustrative” means“serving as an example, instance, or illustration.” Any implementationdescribed herein as “exemplary” or “illustrative” is not necessarily tobe construed as preferred or advantageous over other implementations.All of the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to make or use theembodiments of the disclosure and are not intended to limit the scope ofthe disclosure, which is defined by the claims. For purposes ofdescription herein, the terms “upper”, “lower”, “left”, “rear”, “right”,“front”, “vertical”, “horizontal”, and derivatives thereof shall relateto the invention as oriented in FIG. 1. Furthermore, there is nointention to be bound by any expressed or implied theory presented inthe preceding technical field, background, brief summary or thefollowing detailed description. It is also to be understood that thespecific devices and processes illustrated in the attached drawings, anddescribed in the following specification, are simply exemplaryembodiments of the inventive concepts defined in the appended claims.Hence, specific dimensions and other physical characteristics relatingto the embodiments disclosed herein are not to be considered aslimiting, unless the claims expressly state otherwise.

At a high level, aspects of the present disclosure are directed tosystems and methods for restricting the power output to a load toprevent engaging a circuit protection device. Systems for restrictingthe power output to a load to prevent engaging a circuit protectiondevice in an aircraft may be integrated into any aircraft, electricaircraft, and/or any vertical takeoff and landing aircraft. In anembodiment, a vehicle controller in an electric aircraft will reducepower output to a load, such as a propulsor, if an electrical parameterthreatens to reach a threshold which will engage a circuit protectiondevice. Engaging a circuit protection device will disconnect power tocritical functions during flight. This novel system may result in, areduced the risk of engaging the circuit protection device to ensure atleast partial power operation for the remaining phases of flight,wherein the plurality of electrical circuits remain functional for theentirety of the flight plan, flight path, and/or remaining phases.

Referring now to the drawings, FIG. 1 illustrates an exemplaryembodiment of a system 100 for restricting power to a load to preventengaging circuit protection device for an aircraft. System 100 forrestricting power to a load to prevent engaging circuit protectiondevice for an aircraft includes at least an energy source 104, whereinenergy source 104 is driving a plurality of (or at least one)controllable loads 108. At least an energy source 104 may comprise aplurality of energy sources. An energy source of a plurality of energysources 104 may include, without limitation, a generator, a photovoltaicdevice, a fuel cell such as a hydrogen fuel cell, direct methanol fuelcell, and/or solid oxide fuel cell, or an electric energy storagedevice; electric energy storage device may include without limitation acapacitor, an inductor, an energy storage cell and/or a battery. Atleast an energy source 104 may include a battery cell or a plurality ofbattery cells connected in series into a module; each module may beconnected in series or in parallel with other modules. Configuration ofat least an energy source 104 containing connected modules may bedesigned to meet an energy or power requirement and may be designed tofit within a designated footprint in an electric aircraft in whichsystem 100 may be incorporated. At least an energy source 104 may beused to provide a steady supply of electrical power to a load over thecourse of a flight by a vehicle or other electric aircraft; the at leastan energy source may be capable of providing sufficient power for“cruising” and other relatively low-energy phases of flight. An energysource 104 may be capable of providing electrical power for somehigher-power phases of flight as well. At least an energy source of 104may be capable of providing sufficient electrical power for auxiliaryloads, including without limitation lighting, navigation,communications, de-icing, steering or other systems requiring power orenergy. At least an energy source 104 may be capable of providingsufficient power for controlled descent and landing protocols, includingwithout limitation hovering descent or conventional runway landing.

Still referring to FIG. 1, at least an energy source 104 may include adevice for which power that may be produced per unit of volume and/ormass has been optimized, at the expense of the maximal total specificenergy density or power capacity, during design. Non-limiting examplesof items that may be used as at least an energy source 104 may includebatteries used for starting applications including Li ion batterieswhich may include NCA, NMC, Lithium iron phosphate (LiFePO4) and LithiumManganese Oxide (LMO) batteries, which may be mixed with another cathodechemistry to provide more specific power if the application requires Limetal batteries, which have a lithium metal anode that provides highpower on demand, Li ion batteries that have a silicon, tin nanocrystals,graphite, graphene or titanate anode, or the like. Batteries may includewithout limitation batteries using nickel-based chemistries such asnickel cadmium or nickel metal hydride, batteries using lithium ionbattery chemistries such as a nickel cobalt aluminum (NCA), nickelmanganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobaltoxide (LCO), and/or lithium manganese oxide (LMO), batteries usinglithium polymer technology, metal-air batteries. At least an energysource 104 may include lead-based batteries such as without limitationlead acid batteries and lead carbon batteries. At least an energy source104 may include lithium sulfur batteries, magnesium ion batteries,and/or sodium ion batteries. Batteries may include solid state batteriesor supercapacitors or another suitable energy source. Batteries may beprimary or secondary or a combination of both. Persons skilled in theart, upon reviewing the entirety of this disclosure, will be aware ofvarious devices of components that may be used as at least energy source104. At least an energy source 104 may be used, in an embodiment, toprovide electrical power to an electric aircraft or drone, such as anelectric aircraft vehicle, during moments requiring high rates of poweroutput, including without limitation takeoff, landing, thermal de-icingand situations requiring greater power output for reasons of stability,such as high turbulence situations, as described in further detailbelow.

Still referring to FIG. 1, in an embodiment, at least an energy source104 may be used to provide a steady supply of electrical power to acritical functions over the course of a flight by an electronic verticaltakeoff and landing (eVTOL) vehicle, defined as an electronic vehiclethat can take off or land in a vertical or near vertical trajectory,such as rotor-based “hover” takeoff and landing, or the like, or otherelectric aircraft; the at least an energy source 104 may be capable ofproviding sufficient power for “cruising” and other relativelylow-energy phases of flight. At least an energy source 104 may becapable of providing electrical power for some higher-power phases offlight as well, particularly when high specific energy density energysource is at a high state of charge, as may be the case for instanceduring takeoff. At least an energy source 104 may be capable ofproviding sufficient electrical power for auxiliary loads includingwithout limitation, lighting, navigation, communications, de-icing,steering or other systems requiring power or energy. Persons skilled inthe art will be aware, after reviewing the entirety of this disclosure,of many different potential components of at least an energy source 104,of a plurality of energy sources.

Continuing to refer to FIG. 1, at least an energy source 104 may supplypower to a plurality of critical functions in the aircraft. Criticalfunctions in the aircraft may include, without limitation,communications, flight control, lighting, emergency lighting, heating,navigation, de-icing, steering cruising, landing and descents. Criticalfunctions refer to functions is requisite for safe operation on theaircraft. Critical functions may need to be in operation at all timesduring flight, even in emergency situations. Noncritical functions haveno effect on the safe flight of the aircraft during various phases offlight. These functions can be firstly shed when any reduction in powerfrom the energy source is necessary or there is an emergency situationwhere power and energy must be allocated elsewhere. High peak loads maybe necessary to perform certain landing protocols which may include, butare not limited to, hovering descent or runway descents. During landing,propulsors may demand a higher power than cruising as required todescend in a controlled manner. High peak loads may be necessary toperform certain landing protocols which may include, but are not limitedto, hovering descent or runway descents. During landing, propulsors maydemand a higher power than cruising as required to descend in acontrolled manner.

Continuing to refer to FIG. 1, at least an energy source 104 iselectrically connected to a plurality of loads 108. Plurality of loads108 may include any device or component that consumes electrical power.Plurality of loads 108 may include one or more propulsive devices,including without limitation one or more propellers, turbines,impellers, or other devices for propulsion during flight. Plurality ofloads 108 may be, without limitation, in the form of a plurality ofpropulsive devices. A propulsive device, as described herein, is acomponent or device used to propel a craft by exerting force on a fluidmedium, which may include a gaseous medium such as air or a liquidmedium such as water. A propulsive device, as described herein, mayinclude, without limitation, at least a thrust element. At least athrust element may include any device or component that converts themechanical energy of a motor, for instance in the form of rotationalmotion of a shaft, into thrust in a fluid medium. At least a thrustelement may include, without limitation, a device using moving orrotating foils, including without limitation one or more rotors, anairscrew or propeller, a set of airscrews or propellers such ascontra-rotating propellers, a moving or flapping wing, or the like. Atleast a thrust element may include without limitation a marine propelleror screw, an impeller, a turbine, a pump-jet, a paddle or paddle-baseddevice, or the like.

With continued reference to FIG. 1, plurality of loads 108 may convertelectrical energy into kinetic energy; for instance, first plurality ofloads 108 may include one or more electric motors. An electric motor, asdescribed herein, is a device that converts electrical energy intomechanical energy, for instance by causing a shaft to rotate. Anelectric motor may be driven by direct current (DC) electric power. Asan example and without limitation, an electric motor may include abrushed DC electric motor or the like. An electric motor may be, withoutlimitation, driven by electric power having varying or reversing voltagelevels, such as alternating current (AC) power as produced by analternating current generator and/or inverter, or otherwise varyingpower, such as produced by a switching power source. An electric motormay include, for example and without limitation, brushless DC electricmotors, permanent magnet synchronous an electric motor, switchedreluctance motors, or induction motors. In addition to inverter and/or aswitching power source, a circuit driving an electric motor may includeelectronic speed controllers (not shown) or other components forregulating motor speed, rotation direction, and/or dynamic braking.

Still referring to FIG. 1, the plurality of loads 108 may, for exampleand without limitation, convert electrical energy into heat. As afurther example and without limitation, plurality of loads 108 mayinclude resistive loads. As another non-limiting example, plurality ofloads 108 may convert electrical energy into light. Plurality of loads108 may include one or more elements of digital or analog circuitry. Forexample and without limitation, plurality of loads 108 may consume powerin the form of voltage sources to provide a digital circuit's high andlow voltage threshold levels, to enable amplification by providing“rail” voltages, or the like. Plurality of loads 108 may include, as anon-limiting example, control circuits, aircraft controllers and/orflight controllers as described in further detail below. At least anenergy source 104 may connect to a first load of plurality of loads 108using an electrical connection enabling electrical or electromagneticpower transmission, including any conductive path from high specificenergy density energy source device to first load, any inductive,optical or other power coupling such as an isolated power coupling, orany other device or connection usable to convey electrical energy froman electrical power, voltage, or current source. The electricalconnection may include, without limitation, a distribution bus. Personsskilled in the art, upon reviewing the entirety of this disclosure, willbe aware of various devices that may be used as at least the pluralityof loads 108.

With continuing reference to FIG. 1, system 100 includes at least anaircraft controller 112. Aircraft controller 112 may include and/orcommunicate with any computing device as described in this disclosure,including without limitation a microcontroller, microprocessor, digitalsignal processor (DSP) and/or system on a chip (SoC) as described inthis disclosure. Aircraft controller 112 may be installed in anaircraft, may control the aircraft remotely, and/or may include anelement installed in the aircraft and a remote element in communicationtherewith. Aircraft controller 112 may include, be included in, and/orcommunicate with a mobile device such as a mobile telephone orsmartphone. Aircraft controller 112 may include a single computingdevice operating independently, or may include two or more computingdevice operating in concert, in parallel, sequentially or the like; twoor more computing devices may be included together in a single computingdevice or in two or more computing devices. Aircraft controller 112 withone or more additional devices as described below in further detail viaa network interface device. Network interface device may be utilized forconnecting an aircraft controller 112 to one or more of a variety ofnetworks, and one or more devices. Examples of a network interfacedevice include, but are not limited to, a network interface card (e.g.,a mobile network interface card, a LAN card), a modem, and anycombination thereof. Examples of a network include, but are not limitedto, a wide area network (e.g., the Internet, an enterprise network), alocal area network (e.g., a network associated with an office, abuilding, a campus or other relatively small geographic space), atelephone network, a data network associated with a telephone/voiceprovider (e.g., a mobile communications provider data and/or voicenetwork), a direct connection between two computing devices, and anycombinations thereof. A network may employ a wired and/or a wirelessmode of communication. In general, any network topology may be used.Information (e.g., data, software etc.) may be communicated to and/orfrom a computer and/or a computing device. Aircraft controller 112 mayinclude but is not limited to, for example, an aircraft controller 112or cluster of computing devices in a first location and a secondcomputing device or cluster of computing devices in a second location.Aircraft controller 112 may include one or more computing devicesdedicated to data storage, security, distribution of traffic for loadbalancing, and the like. Aircraft controller 112 may distribute one ormore computing tasks as described below across a plurality of computingdevices of computing device, which may operate in parallel, in series,redundantly, or in any other manner used for distribution of tasks ormemory between computing devices. Aircraft controller 112 may beimplemented using a “shared nothing” architecture in which data iscached at the worker, in an embodiment, this may enable scalability ofsystem 100 and/or computing device.

Still referring to FIG. 1, at least an aircraft controller 112 is incommunication with the at least an energy source 104 of a plurality ofenergy sources and the at least a load 108 of the plurality of loads. Atleast an aircraft controller 112 may be communicatively connected to theat least an energy source 104 of a plurality of energy sources and theat least a load 108 of the plurality of loads. As used herein,“communicatively connecting” is a process whereby one device, component,or circuit is able to receive data from and/or transmit data to anotherdevice, component, or circuit; communicative connection may be performedby wired or wireless electronic communication, either directly or by wayof one or more intervening devices or components. In an embodiment,communicative connecting includes electrically coupling at least anoutput of one device, component, or circuit to at least an input ofanother device, component, or circuit. Communicative connecting may beperformed via a bus or other facility for intercommunication betweenelements of a computing device as described in further detail below inreference to FIG. 7. Communicative connecting may include indirectconnections via “wireless” connection, radio communication, low powerwide area network, optical communication, magnetic, capacitive, oroptical coupling, or the like. Aircraft controller 112 may include anycomputing device or combination of computing devices as described indetail below in reference to FIG. 7. Aircraft controller 112 may includeany processor or combination of processors as described below inreference to FIG. 7. Aircraft controller 112 may include amicrocontroller. Aircraft controller 112 may be incorporated in theelectric aircraft or may be in remote contact.

Still referring to FIG. 1, aircraft controller 112 may becommunicatively connected, as defined above, to each load 108 ofplurality of loads; as used herein, aircraft controller 112 iscommunicatively connected to each load where aircraft controller 112 isable to transmit signals to each load and each load is configured tomodify an aspect of load behavior in response to the signals. As anon-limiting example, aircraft controller 112 may transmit signals toload 108, of plurality of loads, via an electrical circuit connectingaircraft controller 112 to the load 108, of a plurality of loads. As anexample and without limitation, the circuit may include a directconductive path from aircraft controller 112 to load or may include anisolated coupling such as an optical or inductive coupling.Alternatively or additionally, aircraft controller 112 may communicatewith load 108, of a plurality of loads, using wireless communication,such as without limitation communication performed using electromagneticradiation including optical and/or radio communication, or communicationvia magnetic or capacitive coupling. Persons skilled in the art will beaware, after reviewing the entirety of this disclosure, of manydifferent forms and protocols of communication that may be used tocommunicatively couple aircraft controller 112 to a load 108 ofplurality of loads.

In an embodiment and still referring to FIG. 1, aircraft controller 112may include a reconfigurable hardware platform. A “reconfigurablehardware platform,” as used herein, is a component and/or unit ofhardware that may be reprogrammed, such that, for instance, a data pathbetween elements such as logic gates or other digital circuit elementsmay be modified to change an algorithm, state, logical sequence, or thelike of the component and/or unit. This may be accomplished with suchflexible high-speed computing fabrics as field-programmable gate arrays(FPGAs), which may include a grid of interconnected logic gates,connections between which may be severed and/or restored to program inmodified logic. Reconfigurable hardware platform may be reconfigured toenact any algorithm and/or algorithm selection process received fromanother computing device and/or created using machine-learning and/orneural net processes as described below.

Still referring to FIG. 1, aircraft controller 112 may becommunicatively connected to at least a sensor 116. Sensors, asdescribed herein, are any device, module, and/or subsystems, utilizingany hardware, software, and/or any combination thereof to detect eventsand/or changes in the instant environment and communicate theinformation to the at least an aircraft controller. Sensors 116 may beused to monitor the status of the system of both critical andnon-critical functions. At least a sensor 116 may be incorporated intovehicle or aircraft or be remote. As an example and without limitation,at least a sensor 116 may be configured to detect the at least anelectrical parameter. Electrical parameters may include, withoutlimitation, voltage, current, impedance, resistance, temperature. As anexample and without limitation, current may be measured by using a senseresistor in series with the circuit and measuring the voltage dropacross the resister, or any other suitable instrumentation and/ormethods for detection and/or measurement of current. As a furtherexample and without limitation, voltage may be measured using anysuitable instrumentation or method for measurement of voltage, includingmethods for estimation as described in further detail below. Each ofresistance, current, and voltage may alternatively or additionally becalculated using one or more relations between impedance and/orresistance, voltage, and current, for instantaneous, steady-state,variable, periodic, or other functions of voltage, current, resistance,and/or impedance, including without limitation Ohm's law and variousother functions relating impedance, resistance, voltage, and currentwith regard to capacitance, inductance, and other circuit properties.Alternatively, or additionally, aircraft controller 112 may be wired toat least an energy source 104 via, for instance, a wired electricalconnection. Measuring at least an electrical parameter may includecalculating an electrical parameter based on other sensed electricalparameters, for instance by using Ohm's law to calculate resistanceand/or impedance from detected voltage and current levels. Aircraftcontroller 112 may sense a temperature, environmental parameter, alocation parameter, a barometric pressure, or other necessarymeasurement. Aircraft controller 112 may measure resistance across acircuit via direct method or by calculation. This may be accomplished,for instance, using an analog-to-digital converter, one or morecomparators, or any other components usable to measure electricalparameters using an electrical connection that may occur to any personskilled in the art upon reviewing the entirety of this disclosure.Persons skilled in the art, upon reviewing the entirety of thisdisclosure, will be aware of various ways to monitor the status of thesystem of both critical and non-critical functions.

With continued reference to FIG. 1, aircraft controller 112 may beconfigured to receive at least an electrical parameter of a load 108 ofthe plurality of loads from each sensor 116 of the plurality of sensors.At least an electrical parameter of a load 108 is any electricalparameter, as described above. Aircraft controller 112 may be furtherconfigured to compare at least an electrical parameter to a currentallocation threshold. Comparing may include, without limitation,periodic comparison, continuous comparison, and any combination thereof.Current allocation threshold may be the value at which the aircraftcontroller 112 will recalculate and redistribute power to the pluralityof loads 108, for instance as set forth in the disclosure below. Currentallocation threshold may be generated as a function of at least acircuit protection threshold; for instance and without limitation, thecurrent allocation limit may be a set reduction, increase, percentage orother calculation method of the circuit detection limit. Currentallocation threshold may include a current threshold, a voltagethreshold, a resistance threshold, a temperature threshold, or the like.Current allocation threshold may be derived from in flight data, frommanufacturer data, form integrator data, or the like. As a non-limitingexample, where a circuit protection device threshold is at 20 A, acorresponding load current allocation threshold limit may be set at 15A. In another non-limiting example, when measuring voltage, a circuitunder voltage protection device threshold may be set at 3V and acorresponding load under potential allocation threshold may be set at4V. Continuously comparing may include, without limitation, periodiccomparisons, such as comparisons performed every second, minute, anotherpre-determined time or any repeated measurement done at particular timeintervals. As a further non-limiting example, aircraft controller 112may also compare at a predetermined time, or in response to a conditionwhich makes another measurement necessary. In an exemplary embodiment,and for the purposes of illustration, current levels may be measuredevery 5 milli-seconds until the measurements are within 0.5 A of acurrent allocation threshold limit at which time the current may bemeasured every 1 milli-second until the measurement reaches the currentallocation threshold. Aircraft controller 112 may compare more than oneelectrical parameter to a threshold during the segment of flight. In anembodiment and without limitation, aircraft controller 112 maycontinuously measure current in an energy source 104 or in a pluralityof loads 108. Aircraft controller 112 may continuously calculate agreater of a previous two measurements and compare to a graph or othermapping showing the measurements vs time and vs a threshold limit. In anembodiment and without limitation, aircraft controller 112 will comparethe electrical parameter measurements to a current allocation thresholdwhich is a fraction of the threshold limit which engages the circuitprotection device.

Still referring to FIG. 1, aircraft controller 112 may be furtherconfigured to detect the at least an electrical parameter has reachedthe current allocation threshold may be performed by the controller,computer, remote device or by a person. Detection may, as an example andwithout limitation, be done by using a direct comparison to determine ifthe at least an electrical parameter has reached the current allocationthreshold. For instance, detection may occur where controller 112measures a current of 5 A and the current allocation threshold is 5 A.Detection may, as a further non-limiting example, involve the use ofcalculations or formulas to determine if the current allocationthreshold is or has been reached. As another example and withoutlimitation, detecting may be performed by graphing and/or mapping the atleast an electrical parameter versus time to determine if the currentallocation threshold is reached. Graphing and/or mapping may be coupledwith an averaging algorithm if a momentarily high or low datumtransiently exceeds current allocation threshold; low-pass filtering ofat least an electrical parameter may alternatively or additionally beused to eliminate transient values from comparison. Graphing and/ormapping may be also be combined with a noise reducing algorithm tofurther process datum. As a further example and without limitation,detection may be performed by calculating a rate of change of at leastan electrical parameter, for instance by taking multiple measurementsand using differences between measurements to calculate or identify arate or change. Rate of change of any electrical parameter may be usedto calculate and/or predict future electrical parameters at a given orfuture point in time. Detection may, as a further example and withoutlimitation, involve comparison to a reference chart or anothercalculation. In an embodiment, detection includes continuously comparingthe first electrical parameter to a first current allocation thresholdof the at least a current allocation threshold and continuouslycomparing a second electrical parameter to a second current allocationthreshold.

Continuing to refer to FIG. 1, aircraft controller 112 may be furtherconfigured to calculate a power reduction to each load 108 of theplurality of loads. The power reduction calculated to at least a loadincludes using the current allocation threshold limit, the at least anelectrical parameter which, in aggregate, will continue to keep the atleast an electrical parameter that is sensed below the currentallocation threshold. The power reduction calculation may include morethan on electrical parameter, a comparison to a graph or othercalculated data set, such as a table. In an embodiment, the currentallocation calculation assuming a set percentage offset of the currentallocation threshold and calculated the aggregate power demand of atleast a plurality of loads 108. In another embodiment, aircraftcontroller 112 calculated a set reduction to each load, of at least aplurality of loads 108 and then calculated the aggregate and comparesthat value to the current allocation threshold.

Still referring to FIG. 1, the minimum power needed may be used todetermine a power reduction for the phase of flight. The calculation mayuse manufacturing data or data collected by a plurality of sensorsduring flight. Using the minimum power demand for a particular phase offlight, aircraft controller 112 may determine the total power demand forthe plurality of loads by using the power demand of an individualpropulsor and multiplying that by the number of loads. In an embodimentand without limitation, aircraft controller 112 may determine if thereis enough power in the plurality of energy sources to power the phase offlight and the rest of the flight plan. If there is enough power,aircraft controller 112 may continue to communicate the original flightplan. If there in not adequate power, aircraft controller 112 may reducethe power demand by restricting remaining power output of the pluralityof energy sources to one or more motors connected to a propulsor of aplurality of propulsors by communications to the motor supplying powerto the plurality of propulsors. As a further example and withoutlimitation, aircraft controller 112 may perform a thrust and/or balanceoperation to determine if the balance of the aircraft, as a result ofthe reduced power levels, is operating in a safe range. As anotherexample and without limitation, aircraft controller 112 may detectenvironmental parameters, using an environmental sensor, which mayinclude, without limitation, wind speed, barometric pressure, humidityand air temperature. Aircraft controller 112 may use at least anenvironmental parameter to calculate power reduction. In an embodiment,the power reduction of electric aircraft 200 may be a function of thewind speed. The greater the wind speed in opposing the trajectory ofelectric aircraft 200, the greater the propulsor power needed

With continuing reference to FIG. 1, aircraft controller 112 may furtherinclude reducing power from the at least an energy source to each load108 of the plurality of loads by the power reduction. Reducing powerfrom the at least an energy source 104 to each load of the plurality ofloads may include disconnecting the communication between the at leastan energy source 104 and the at least an electrical circuit 124.Reducing power from the at least an energy source 104 to each load ofthe plurality of loads may further include reconnecting thecommunication between the at least an energy source 104 and the at leastan electrical circuit 124. Reducing power from the at least an energysource 104 to each load of the plurality of loads may further includepreventing communication between the at least an energy source 104 andthe at least an electrical circuit 124. In an embodiment and withoutlimitation, aircraft controller 112 may direct a power reduction to aload 108, of a plurality of loads of an electric aircraft. As a furtherexample and without limitation, aircraft controller 112 may direct theaircraft to change to a flight trajectory which requires reduced powerdemands. Aircraft controller 112 may generate and/or store a number ofpredetermined flight trajectories. As another example and withoutlimitation, aircraft controller 112 may calculate and/or store a rangeof suitable flight trajectories ranked by power demand for a particularflight phase or for the entire flight phase, or both. As a furthernon-limiting example, aircraft controller 112 may select a top rankedflight trajectory for phase of flight or the entire flight. As anotherexample and without limitation, aircraft controller 112 may select adifferent flight trajectory for each flight phase. Aircraft controller112 may, as a non-limiting example, select more than one flighttrajectory and communicate to a remote device or person forconsideration. One or more flight trajectories may include a combinationof geospatial coordinates, a series of waypoints, altitude assignments,and/or time assignments. One or more flight trajectories may include,without limitation, a straight flight course occurring at the samealtitude, a spiral flight course which includes turns, a combination ofboth or a reduction in altitude. In an embodiment and withoutlimitation, aircraft controller 112 may reduce one or more propulsors tooperate at a reduced power level that make the aircraft unbalanced andoperate in a corkscrew pattern to cruise and or land safely.

With continued reference to FIG. 1, system 100 includes at least anelectrical circuit 124. Electrical circuit 124 may be communicativelyconnected to aircraft controller 112, each load 108 of the plurality ofloads, and/or each energy source 104 of the plurality of energy sources.Electrical circuit, as described herein, are any device, module, and/orsubsystems, utilizing any hardware, software, and/or any combinationthereof to form a path in which electrons from a voltage or currentsource flow. Electrical circuit 124 may include, without limitation, aseries circuit, a parallel circuit, or any combination thereof.Electrical circuit 124 may function to facilitate the electrical flowfrom each energy source 104 of the plurality of energy sources to eachload 108 of the plurality of loads.

Referring still to FIG. 1, circuit protection device 120 is incorporatedinto electrical circuit 124 in system 100. Circuit protection device 120may be communicatively connected to aircraft controller 112. Circuitprotection device 120 may be a device that protects electrical circuit124 from different electrical faults such as over current and overload.Circuit protection device 120 may function to break or interruptelectrical flow in a circuit in response to at least an electricalparameter which is reaching a predetermined threshold where a limit maypose a serious threat to the integrity of the circuit or of anycomponent or device connected to or incorporated in the circuit. Circuitprotection device 120 may interrupt the circuit by tripping open a partof a circuit, which interrupts the current flow. Circuit protectiondevice 120 may be used to minimize distress to the electrical system andhazard to system, an electric aircraft as disclosed below, passengers,and surrounding aircraft in the event of wiring faults or seriousmalfunctions of the system or connected equipment. As the currentmeasured reaches a current threshold limit, aircraft controller 112 mayengage the circuit protection device 120 to stop current flow to reducethe risk of damage to the propulsor, wires, energy source 104 andsurrounding equipment in an electric aircraft.

Continuing to refer to FIG. 1, circuit protective device 120 mayinclude, without limitation, an overload relay which is designed tointerrupt the flow of current in an electric circuit upon the detectionof undesirable current levels over a period of time; such current levelsmay lead to serious damage to a motor or other equipment when there isexcessive heating of the motor windings. Upon detection of an overloadcondition, overload relay may output a trip command to a circuit openingmechanism such as a contractor, which may disconnect a load of pluralityof loads 108 from at least an energy source 104. Circuit protectiondevice 120 may include, as an example and without limitation, anoverload relay of a thermal type, which may include a heater elementwhich may heat a metallic or bimetallic strip, when the load currentflows through, to deform that strip enough to force a contact open.

Still referring to FIG. 1, circuit protective device 120 may include,without limitation, a fuse. A fuse may be a base element of a circuitprotection device including a small conductive material with lowresistance that is placed within a circuit; when a current flowingthrough circuit and/or fuse exceeds a permitted value, which may be dueto an overload, short circuit or load mismatch, the excessive currentmay melt or otherwise damage the conductive material in the fuse andopen the circuit. Various materials may be used as a fusible elementwhich include, without limitation, tin, lead silver, bismuth, and otheralloys of these materials. Circuit protection device 120, of a pluralityof circuit protection devices, may include, without limitation, acurrent limiter, defined as a device limiting current to a definedvalue. Circuit protection device 120 may include, without limitation, alimiting resistor. Limiting resistors may be used to protect electricalcircuits, including DC, pulse and AC circuits, for instance insituations where starting/initial current is very high, for examplestarter engine.

With continued reference to FIG. 1, circuit protection device 120 mayfurther include, as a non-limiting example, a circuit breaker. Circuitbreakers may differ from fuses and current limiters in that they mayinclude electromechanical devices that interrupt and isolate circuit incase of failure; the working principle may include actuation of theelectromechanical device by heating of bi-metallic element through whichcurrent passes to the switch unit, or by any other suitable trigger.Circuit protection device 120 may further include, without limitation, asolid-state power controller (SSPC) which may be a semiconductor devicethat controls power in the form of power, voltage, and/or current whichare supplied to a load; such devices may perform supervisory anddiagnostic functions in order to identify overload conditions andprevent short circuits. Circuit protection device 120 may include, as afurther non-limiting example, a secondary back up protection device,which may include a fuse as described above. For instance, and withoutlimitation, dual-element (two-element) fuse or time delay fuses mayprovide secondary overload protection. Accordingly, for an example andwithout limitation, such a fuse may represent a secondary failure and beintended to prevent further operation.

Now referring to FIG. 2, system 100 may be incorporated into anelectrically powered aircraft 200. Electrically powered aircraft 200 maybe an electric vertical takeoff and landing (eVTOL) aircraft.Electrically powered aircraft 200 may include at least a load 108 of aplurality of loads. Electrically powered aircraft 200 may include anaircraft controller 112 communicatively and/or operatively connected toeach load 108. Electrically powered aircraft 200 may be capable ofrotor-based cruising flight, rotor-based takeoff, rotor-based landing,fixed-wing cruising flight, airplane-style takeoff, airplane-stylelanding, and/or any combination thereof. Rotor-based flight, asdescribed herein, is where the aircraft generated lift and propulsion byway of one or more powered rotors coupled with an engine, such as a“quad copter,” multi-rotor helicopter, or other vehicle that maintainsits lift primarily using downward thrusting propulsors. Fixed-wingflight, as described herein, is where the aircraft is capable of flightusing wings and/or foils that generate life caused by the aircraft'sforward airspeed and the shape of the wings and/or foils, such asairplane-style flight.

Continuing to refer to FIG. 2, an illustration of aerodynamic forces isillustrated in an electric aircraft. During flight, a number ofaerodynamic forces may act upon the electric aircraft. Forces acting onan aircraft 200 during flight may include thrust, the forward forceproduced by the rotating element of the aircraft 200 and acts parallelto the longitudinal axis. Drag may be defined as a rearward retardingforce which is caused by disruption of airflow by any protruding surfaceof the aircraft 200 such as, without limitation, the wing, rotor, andfuselage. Drag may oppose thrust and acts rearward parallel to therelative wind. Another force acting on aircraft 200 may include weight,which may include a combined load of the aircraft 200 itself, crew,baggage and fuel. Weight may pull aircraft 200 downward due to the forceof gravity. An additional force acting on aircraft 200 may include lift,which may act to oppose the downward force of weight and may be producedby the dynamic effect of air acting on the airfoil and/or downwardthrust from at least a propulsor 108. Lift generated by the airfoil maydepends on speed of airflow, density of air, total area of an airfoiland/or segment thereof, and/or an angle of attack between air and theairfoil.

Referring now to FIG. 3, a plurality of sensors, each or all of whichmay act as at least a sensor 116, may be incorporated in system 100.Sensors of plurality of sensors may be designed to measure a pluralityof electrical parameters or environmental data in-flight, for instanceas described above. Plurality of sensors may, as a non-limiting example,include a voltage sensor 300 designed and configured to measure thevoltage of at least an energy source 104, as described above inreference to FIG. 1. As an example and without limitation, the pluralityof sensors may include a current sensor 304 designed and configured tomeasure the current of at least an energy source 104, as described abovein reference to FIG. 1. As a further example and without limitation, theplurality of sensors may include a temperature sensor 308 designed andconfigured to measure the temperature of at least an energy source 104.As another non-limiting example, the plurality of sensors may include aresistance sensor 312 designed and configured to measure the resistanceof at least an energy source 104.

Continuing to refer to FIG. 3, the plurality of sensors may include atleast an environmental sensor 316. In an embodiment, environmentalsensor may sense one or more environmental conditions or parametersoutside the electric aircraft, inside the electric aircraft, or withinor at any component thereof, including without limitation at least anenergy source 104, at least a propulsor, or the like; environmentalsensor may include, without limitation, a temperature sensor, abarometric pressure sensor, an air velocity sensor, one or more motionsensors which may include gyroscopes, accelerometers, and/or a inertialmeasurement unit (IMU), a magnetic sensor, humidity sensor, an oxygensensor and/or a wind speed sensor. At least a sensor 116 may include atleast a geospatial sensor. As used herein, a geospatial sensor mayinclude without limitation optical devices, radar devices, Lidardevices, and/or Global Positioning System (GPS) devices, and may be usedto detect aircraft location, aircraft speed, aircraft altitude and/orwhether the aircraft is on the correct location of the flight plan.Environmental sensor 432 may be designed and configured to measuregeospatial data to determine the location and altitude of theelectronically powered aircraft by any location method including,without limitation, GPS, optical, satellite, lidar, radar. Environmentalsensor 432 may be designed and configured to measure at a least aparameter of the motor. Environmental sensor 432 may be designed andconfigured to measure at a least a parameter of the propulsor.Environmental sensor 432 may be configured to measure conditionsexternal to the electrical aircraft 404 such as, without limitation,humidity, altitude, barometric pressure, temperature, noise and/orvibration. Sensor datum collected in flight may be transmitted to theaircraft controller 112 or to a remote device 320, which may be anydevice, as described below in reference to FIG. 7. As an example andwithout limitation, remote device 320 may be used to compare the atleast an electrical parameter to the at least a current allocationthreshold and/or detect that the at least an electrical parameter hasreached the current allocation threshold, as described in further detailbelow.

Now referring to FIG. 4A, circuit protection device 120 is shown in acircuit. Circuit protection device 120 may function in response to anumber of electrical events. A short circuit may form where there is ahard short between a high voltage side of a circuit and the ground,return, and/or virtual ground, or the like. Potential hazards resultingfrom a short circuit may include overheating of wires and subsequentfaults as well as damage to equipment (equipment bonding). Allprotective devices as described above may be designed to respond to ashorting event. An overload condition may occur where the loads in thecircuit are pulling more current than the system is designed to handle.As an example and without limitation, a load may draw 20 A of current ona 15 A current resulting in an overload condition. Parallel arcing mayalso occur where electricity discharges across an insulting medium suchas two wires carrying current. As a further example and withoutlimitation, faulty operation of equipment wired in an aircraft or otherdevices may also cause conditions that may cause a circuit protectiondevice to trip to protect a device. In the circuit, energy source 104 isconnected to a load, such as a load of plurality of loads 108. In anembodiment and without limitation, load 108 may include a propulsor inan electric aircraft. During normal operation, current flows withinelectrical circuit 124 as illustrated in FIG. 4A.

Referring now to FIG. 4B, illustrated is the circuit when circuitprotection device 120 is engaged and open. When circuit protectiondevice 120 is engaged, electrical circuit 124 may be open, preventingand stopping current flow from at least an energy source 104 toplurality of loads 108. As an additional example and without limitation,circuit protection device 120 may shunt current away from electricalcircuit 124. Engagement of the circuit protection device 120 may, as anexample and without limitation, occur upon tripping a threshold, orlimit, based on an electrical parameter, which may be any electricalparameter as described above. In an embodiment and without limitation,sensor 116 may measure current draw between an energy source 104 and aplurality of loads 108. At a predetermined circuit protection threshold,aircraft controller 112 may engage circuit protection device 120 tocurrent flow, thus reducing risk of damage to electrical circuit 124and/or devices or components connected to the electrical circuit 124.Circuit protection threshold, as described herein, may be the maximumallowed current flow and/or voltage flow the electric circuit 124 isable to withstand. As another example and without limitation, circuitprotection threshold may be the maximum current flow and/or voltage floweach load 108 of the plurality of loads is able to utilize withoutnegative system impacts. In another embodiment and without limitation,aircraft controller 112 may sense current flow from a propulsor in anelectrical aircraft driven by at least an energy source 104.

Now referring to FIG. 5, an exemplary embodiment of method 500 ofrestricting power to a plurality of loads to prevent engaging a circuitprotection device for an aircraft is illustrated. At step 505, eachsensor 116 of a plurality of sensors senses an electrical parameter froman electrical circuit 124 which includes at least an energy source 104driving a plurality of loads 108. Electrical circuit 124 may include acircuit protection device 120. A least an electrical parameter mayinclude any electrical parameter as described above, including withoutlimitation a voltage, current, resistance, temperature or environmentalparameter. At least an electrical parameter may be measured, forinstance, using any means or method as described above, including usingat least a sensor 116 and/or via an electrical or other connectionbetween aircraft controller 112 and at least an energy source 104.

Continuing to refer to FIG. 5, in an embodiment, sensing at least anelectrical parameter may include measuring a voltage. Voltage of abattery cell, a plurality of battery cells, modules or plurality ofmodules may be measured. Voltage under plurality of loads 108 may bealternatively or additionally measured or detected. sensing at least anelectrical parameter may include measuring a current; a current of abattery cell, a plurality of battery cells, modules or plurality ofmodules may be measured. Sensing at least an electrical parameter mayinclude inferring or calculating an electrical parameter based on sensedelectrical parameters, for instance by using Ohm's law or otherrelations as described and/or discussed above to calculate resistanceand/or impedance from detected voltage and current levels. At least anelectrical parameter may include signal properties such as frequency,wavelength, or amplitude of one or more components of a voltage orcurrent signal. Persons skilled in the art, upon reviewing the entiretyof this disclosure, will be aware of various electrical parameters, andtechniques for measuring such parameters, consistent with thisdisclosure.

Still referring to FIG. 5 at least an electrical parameter may be acurrent. At least a sensor 116, of a plurality of sensors may measurecurrent directly or calculate the current given other electricalparameters which include voltage and resistance. Current of anycomponent in energy source 104, such as a cell, battery cells, pluralityof battery cells may be measured. Current flow through wires, aplurality of wires, or other electrical components by which current iscarried may be measured. Current flowing between two components ofsystem 100 may be measured; the two components may be connected viacurrent carrying wire. In an embodiment, such as where system 100 is inan electric aircraft, wire gauge may be reduced in order to save onweight, which may be critical to the design of the aircraft. When thewire gauge is reduced, the potential for overload of current in the wirewith current may rise. Any current flow that is in excess of the currentcarrying capability of the wire may cause heat, and rapid heat may becaused when a direct short is created. These conditions may engagecircuit protection device at a circuit protection device threshold.

Still referring to FIG. 5, at step 510, aircraft controller 112 receivesat least an electrical parameter of a load 108 of the plurality of loadsfrom each sensor 116 of the plurality of sensors. At least an electricalparameter of a load 108 is any electrical parameter as described abovein reference to FIGS. 1-5. At step 515, aircraft controller 112 comparesat least an electrical parameter to a current allocation threshold.Comparing at least an electrical parameter to a current allocationthreshold may include periodic comparison, continuous comparison, andany combination thereof. Current allocation threshold may be the valueat which the aircraft controller 112 will recalculate and redistributepower to the plurality of loads 108, for instance as set forth in thedisclosure below. Current allocation threshold may be generated as afunction of at least a circuit protection threshold; for instance andwithout limitation, the current allocation limit may be a set reduction,increase, percentage or other calculation method of the circuitdetection limit. Current allocation threshold may include a currentthreshold, a voltage threshold, a resistance threshold, a temperaturethreshold, or the like. Current allocation threshold may be derived fromin flight data, from manufacturer data, form integrator data, or thelike, as described above in reference to FIG. 1.

Still referring to FIG. 5, at step 520, aircraft controller 112 detectsthat the at least an electrical parameter has reached the currentallocation threshold. Detecting the at least an electrical parameter hasreached the current allocation threshold may be performed by thecontroller, computer, remote device or by a person. Detection may, as anexample and without limitation, be done by using a direct comparison todetermine if the at least an electrical parameter has reached thecurrent allocation threshold. For instance, detection may occur wherecontroller 112 measures a current of 5 A and the current allocationthreshold is 5 A. Detection may, as a further non-limiting example,involve the use of calculations or formulas to determine if the currentallocation threshold is or has been reached. As another example andwithout limitation, detecting may be performed by graphing and/ormapping the at least an electrical parameter versus time to determine ifthe current allocation threshold is reached. Further examples ofaircraft controller 112 detecting the at least an electrical parameterhas reached the current allocation threshold are described above inreference to FIG. 1.

Continuing to refer to FIG. 5, at step 525, aircraft controller 112calculates a power reduction to at least a load of a plurality of loads108. The power reduction calculated to at least a load includes usingthe current allocation threshold limit, the at least an electricalparameter which, in aggregate, will continue to keep the at least anelectrical parameter that is sensed below the current allocationthreshold. The power reduction calculation may include more than onelectrical parameter, a comparison to a graph or other calculated dataset, such as a table. In an embodiment, the current allocationcalculation assuming a set percentage offset of the current allocationthreshold and calculated the aggregate power demand of at least aplurality of loads 108. In another embodiment, aircraft controller 112calculated a set reduction to each load, of at least a plurality ofloads 108 and then calculated the aggregate and compares that value tothe current allocation threshold.

Still referring to FIG. 5, controller 112 may determine a minimum powerdemand of plurality of loads 108, which can be a propulsor, of pluralityof propulsors, needed for a particular phase of flight using the speed,distance, altitude and the like. The minimum power needed may be used todetermine a power reduction for the phase of flight. The calculation mayuse manufacturing data or data collected by a plurality of sensorsduring flight. Using the minimum power demand for a particular phase offlight, aircraft controller 112 may determine the total power demand forthe plurality of loads by using the power demand of an individualpropulsor and multiplying that by the number of loads. Further examplesof aircraft controller 112 determining a minimum power demand for eachload of the plurality of loads 108 are described above in reference toFIG. 1.

Still referring to FIG. 5, at step 530, aircraft controller 112 reducespower from the at least an energy source 104 to each load of theplurality of loads 108. Reducing power from the at least an energysource 104 to each load of the plurality of loads may includedisconnecting the communication between the at least an energy source104 and the at least an electrical circuit 124, as described above inreference to FIGS. 1-3. Reducing power from the at least an energysource 104 to each load of the plurality of loads may further includereconnecting the communication between the at least an energy source 104and the at least an electrical circuit 124, as described above inreference to FIGS. 1-3. Reducing power from the at least an energysource 104 to each load of the plurality of loads may further includepreventing communication between the at least an energy source 104 andthe at least an electrical circuit 124, as described above in referenceto FIGS. 1-3. In an embodiment and without limitation, aircraftcontroller 112 may direct a power reduction to a load 108, of aplurality of loads of an electric aircraft.

Now referring to FIG. 6A-B, FIG. 6A displays a graph showing a graph ofexemplary voltage measurements over time of a component. For example andwithout limitation, a component, as described herein, may include energysource 104, a load of plurality of loads 108, any combination thereof,or the like. Illustrated in FIG. 6A is a current allocation threshold.The current allocation threshold is an upper limit where controller 112will calculate a power reduction to plurality of loads 108, such thatthe voltage does not exceed a threshold where the circuit protectiondevice 120 is engaged. As displayed in FIG. 6A, the dotted linedemonstrates where power reduction has occurred thus reducing the riskof engaging the circuit protection device 120. FIG. 6B displays a graphshowing similar conditions to FIG. 6A. FIG. 6B displays plots of currentover time, as opposed to FIG. 6A displaying voltage over time. FIG. 6Bdemonstrates the point at which controller 112 will reduce the powerreduction of a load and the resulting measurements decreasing risk ofengaging the circuit protection device 120.

In an embodiment, the above-described elements may alleviate problemsresulting from systems wherein a circuit protection device is engaged,and critical functions are denied power. This can compromise the safetyof the flight due to the termination of current to a critical functionin the aircraft. An in-flight current allocation for the remainingin-flight power output capacity to reduce the risk of engaging a circuitprotection device will ensure safe operation for any phase of the flightincluding taxi, take off, cruise and landing modes. There are othermethods which can reduce the risk of engaging a circuit protectiondevice, which includes increasing the wires and current carryingequipment, but this adds weight to the aircraft that is not desirable.Above-described embodiments enable the optimization of power sources ina lightweight and robust configuration compatible with safe andhigh-performance flight.

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 7 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 700 withinwhich a set of instructions for causing a control system, such as thesystem 100 system of FIG. 7, to perform any one or more of the aspectsand/or methodologies of the present disclosure may be executed. It isalso contemplated that multiple computing devices may be utilized toimplement a specially configured set of instructions for causing one ormore of the devices to perform any one or more of the aspects and/ormethodologies of the present disclosure. Computer system 700 includes aprocessor 704 and a memory 708 that communicate with each other, andwith other components, via a bus 712. Bus 712 may include any of severaltypes of bus structures including, but not limited to, a memory bus, amemory controller, a peripheral bus, a local bus, and any combinationsthereof, using any of a variety of bus architectures.

Memory 708 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 716 (BIOS), including basic routines that help totransfer information between elements within computer system 700, suchas during start-up, may be stored in memory 708. Memory 708 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 720 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 708 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 700 may also include a storage device 724. Examples of astorage device (e.g., storage device 724) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 724 may be connected to bus 712 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 724 (or one or morecomponents thereof) may be removably interfaced with computer system 700(e.g., via an external port connector (not shown)). Particularly,storage device 724 and an associated machine-readable medium 728 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 700. In one example, software 720 may reside, completelyor partially, within machine-readable medium 728. In another example,software 720 may reside, completely or partially, within processor 704.

Computer system 700 may also include an input device 732. In oneexample, a user of computer system 700 may enter commands and/or otherinformation into computer system 700 via input device 732. Examples ofan input device 732 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 732may be interfaced to bus 712 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 712, and any combinations thereof. Input device 732 mayinclude a touch screen interface that may be a part of or separate fromdisplay 736, discussed further below. Input device 732 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 700 via storage device 724 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 740. A network interfacedevice, such as network interface device 740, may be utilized forconnecting computer system 700 to one or more of a variety of networks,such as network 744, and one or more remote devices 748 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 744,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 720,etc.) may be communicated to and/or from computer system 700 via networkinterface device 740.

Computer system 700 may further include a video display adapter 752 forcommunicating a displayable image to a display device, such as displaydevice 736. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 752 and display device 736 may be utilized incombination with processor 704 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 700 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 712 via a peripheral interface 756. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve methods,systems, and software according to the present disclosure. Accordingly,this description is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

1. A system for restricting power to a load to prevent engaging acircuit protection device for an electric aircraft, the systemcomprising: at least an energy source of an electric aircraft, whereinthe at least an energy source is communicatively coupled to a load of aplurality of loads, wherein the load comprises at least a portion of apropulsion system of the electric aircraft; a plurality of sensorsmounted on the electric aircraft, wherein each sensor of the pluralityof sensors are designed and configured to: sense at least an electricalparameter of the at least a portion of the propulsion system of theelectric aircraft; an aircraft controller communicatively connected tothe at least an energy source, wherein the aircraft controller isdesigned and configured to: receive at least an electrical parameter ofthe at least a portion of the propulsion system of the electric aircraftfrom the plurality of sensors; compare the at least an electricalparameter to at least a current allocation threshold, wherein thecurrent allocation threshold is generated as a function of at least acircuit protection threshold of load; detect that the at least anelectrical parameter has reached the current allocation threshold;calculate a power reduction to the load; and reduce power from the atleast an energy source to each load of the plurality of loads by thepower reduction. at least an electrical circuit of the electricaircraft, wherein the at least an electrical circuit comprises: acircuit protection device communicatively connected to the aircraftcontroller.
 2. (canceled)
 3. The system of claim 1, wherein the electricaircraft further comprises a vertical takeoff and landing aircraft. 4.The system of claim 1, wherein the at least an energy source furthercomprises at least a cell.
 5. The system of claim 1, wherein theplurality of sensors further comprises the plurality of sensorscommunicatively connected to the aircraft controller.
 6. The system ofclaim 1, wherein the plurality of sensors further includes: at least acurrent sensor; and at least a voltage sensor.
 7. The system of claim 1,wherein comparing the at least an electrical parameter to the at least acurrent allocation threshold further comprises: periodic comparison; andcontinuous comparison.
 8. The system of claim 1, wherein reducing powerfrom the at least an energy source to each load further includes:disconnecting the communication between the at least an energy sourceand the at least an electrical circuit; and reconnecting thecommunication between the at least an energy source and the at least anelectrical circuit.
 9. The system of claim 1, wherein reducing powerfrom the at least an energy source to each load further includes:preventing communication between the at least an energy source and theat least an electrical circuit.
 10. The system of claim 1, wherein theat least a circuit protection device further includes an overload relay.11. The system of claim 1, wherein the at least a circuit protectiondevice further includes: a fuse; and a circuit breaker.
 12. A method ofrestricting power to a load to prevent engaging a circuit protectiondevice for an electric aircraft, the method comprising: sensing, by aplurality of sensors, at least an electrical parameter of the at least aportion of the propulsion system of the electric aircraft; receiving, byan aircraft controller communicatively connected to at least an energysource, at least an electrical parameter of the at least a portion ofthe propulsion system of the electric aircraft from the plurality ofsensors; comparing the at least an electrical parameter to at least acurrent allocation threshold, wherein the current allocation thresholdis generated as a function of at least a circuit protection threshold ofload; detecting the at least an electrical parameter has reached thepower allocation threshold; calculating a power reduction to the load;and reducing power from the at least an energy source to each load ofthe plurality of loads by the power reduction.
 13. (canceled)
 14. Themethod of claim 12, wherein the electric aircraft further comprises avertical takeoff and landing aircraft.
 15. The method of claim 12,wherein the at least an energy source further comprises a plurality ofenergy sources.
 16. The method of claim 12, wherein sensing the at leastan electrical parameter further comprises sensing, by at least a currentsensor, a current level.
 17. The method of claim 12, wherein sensing theat least an electrical parameter further comprises sensing, by at leasta voltage sensor, a voltage level.
 18. The method of claim 12, whereincomparing the at least an electrical parameter to the at least a currentallocation threshold further comprises: continuously comparing; andperiodically comparing.
 19. The method of claim 12, wherein reducingpower from the at least an energy source to each load further includes:disconnecting the communication between the at least an energy sourceand the at least an electrical circuit; and reconnecting thecommunication between the at least an energy source and the at least anelectrical circuit.
 20. The method of claim 12, wherein reducing powerfrom the at least an energy source to each load further includes:preventing communication between the at least an energy source and theat least an electrical circuit.
 21. The system of claim 1, wherein atleast a portion of a propulsion system of the electric aircraft isconfigured to generate lift for the electric aircraft.
 22. The method ofclaim 12, wherein the at least a portion of the propulsion system of theelectric aircraft is configured to generate lift for the electricaircraft.